Railway air-brake-control valve



- L. A. M. BARASCUD RAILWAY AIR BRAKE CONTROL VALVE Jan. 19 1926.

Filed Dec. 15 1924 v INVEIVW F 10061:! .infz ye /%zfl zerafrwz valveadaptable to Patented Jan emery n BeAK em-asos smart I A piicatioa megDecember; i5,' ieee seia1 'n 756,691. I

To all whom it may concmz Beit knowri that I, Louis AN'r omn -MAinnBanascu'ogma citizen otthe Republicz-of 7 France, residing atFariaiFrance, have in vented certain'ne'w and usetul Improvements p inRailway Air-Brake-Control Valves; of

which the following is a specification; I I

In *the' specification appended .to the} Frenchpatent issued to meon theTthfday of September under Serial timber 1' 511,269, I descr bed acompressed air brakmg control device, \vherein the communicationsbetweeu the two ftanks" which the sys- I tem includes are automaticallyestablished by meansof valves whose operation-is;gov-

'ern ed 'O n the onehand by the'fair pressures prevailing In "both tanks'durm the various braking and brake releasing phases and on the otherhand by; the adj ustment feviously e "valves? invention is to -p'rovidea the aforesaid device and imparted to a spring located in t heobject of my by means o'tivhioh the "pressureregimen in be t h tanks maybe established I by the I sole Y I action of compressed air Withoutrequiring he use of'the' spr-ing which, in-case ofdefective adjustmentor of accidental-disturb I I I ance,- is. liable "to""jeopardize: the iproper shoW that-valve lislooatedbetween the-first l 1 etankrA andthesecond'ptapk B. Said'va'lve j is connected with tank- 1k; throughduct 1 k and iwith tank Br throughduct 15., When Working of the:systemi.

In' order tomake" my invention more clearly understood Ihaveillustrat'ed as an} example an embodiment thereof in and-by.adraivi-ng appendedheretoandwhereinz' Figure '1 is a vertical sectionalview of valve and Figure 2 tive positions of thevalve and of the otherair devices of the'brake ofa vehicle pro vided with the twin-tank systemaccording o theabove i ition d.i lit-vv 1. I

A' and" B (Fig; '1) are thetwo tanks, I the valve forming thejsubjeot ofmy invention, C the three-way valve, D the trainpipe', F the brakecylinder;-

the improved control In the body 1 of two main compartvalve Iareprovided plug 2 the other plug 3.

The first of the said compartments (the one on the left hand side'ofFig. 1) isldi videdinto two chambersfiand 6 partitioned; from oneanother by a flexible diaphragm 4 on which is mounted a checltvalve 7;the 7 second compartmentv (the one-0n the right hand side of the figure)isv divided'into three 1 Chambers Band II catef'w' th one another thrugha 'duct f'16, itself communicating; through duct 14, with" the" firsttank 'ofthe device K see diagram" I 'onelanother'through duct 20,Said'ichiun-v I bers I6 and 10 are; on the other hand; finicon sta 'ntjoommunication with tank B {Figure I is a diagram shoWing'the' rela--pressure prevailing at the hambers 10, 111 a -,12'by We flexible die [9M 1bar ll whi h'oon titutes,' in fact, a new.

' 1phragnns sand 9,-connected 'With one another y" means pf cross tie orbrace 21. a

Diaphragms 4; 8 and 3 9- are kept respecti-v'ely- -fixed in theirchambers and at -the tur'e'd-soa sfto"allow compressed air'topass Ifreely throi'igh'these plugs. I I I 12 of' the' valve c oiiiinuni Figure2) Chambers 6 and 10 communicate throughjduots" 15Ian d l7 I Chamber 11is in constant ico'mmunication' with the" atmosphere through aperture24; {In chamber 5,;the check 'valv'ef 7 which is V. I ,rigidlyconnectedWithdiapliragm control I .80 connected with-diaphragmifi,controlsaduot II I In "chambe '10,; oheok 'va lve 13, agilit :60"; I laces shown bymeans of cross-ties orbraces 22-, 23 and of-threadeclplugs 25 and 26ape'r- Refineries; to the diagram, Figure 2,"ivvi1l a i the brake isbeing put on; compressed ,air'

- omin rwfrom the train pipe D reaches,

" like l and then; goe s'=-firstinto tankjA and next into tank B throughvalve I. Air get'sinto 'valve I through duct14; (Figure '1'), and goes"through {duct 16 into chamber" 12 and '5; The pressure, which: thecompressed airin chamber 12 exerts on 1diaphragmj9fistransmittedbythecr0ss tie a}; "'21 to valve Band by means of this valve then intochamber ensures the closing of duct l9. a

-In chamber; 5,-- on the contrary,v the pressure of the oompressedair'on diaphragm 4 I I immediately cau'ses valve 7 to be lifted and ments;cylindrical inpshapeone closed;by2- duct 18 to be 0pened. Compressed airth'en passes'from this duct 18' into duct 17 whence it -;goes,through"duct '15, to tank VB.

brake, excep air reaches'chamber 6.Whence duct 20 leads ittochamber-10 1Ultimately'all'the chambers in the device become filled "with compressedair. at. the

tral chamber constantly communicating with the atmosphere.

l/Vhen, in order to put on the brake, a depression is caused in thetrain pipe D, part of the compressed air contained in tank A is fed,under usual conditions, through triple valve G into thebral'ringcylinder F and pressure becomes reducedat once in tank A. Saidreduction of pressure is immediately transmitted through ducts 14 and 1Gto chambersfi and 12 of valveI.

Decreased air pressure in chamber 5 has the effect of renderingpreponderating the action of the compressed air contained in chamber 6on diaphragm l. The downward pressure on diaphragm 4; keeps duct 18closed by valve 7 thus cuts off comm-unicationbe- 'tween tank B and tankA.

In chamber-'12 the reduction of pressurehas the effect of decreasing thethrust which the diaphragm 9 of larger effective area eX- erts on valve13 and which tends to keep duct 19 closed; 7 1

Said valve 18 will remain closed however, preventing air from tank. 13from into tank A through duct 19, so long as the thrust exerted ondiaphragm 9 will remain greater than the thrust exerted in the opposite"direction on the diaphragm S of smaller Gfl QOtlXB' area inf chamber10.

.Galling S the effective surface or area of;

diaphragm 9, s the effective area o1 diaphragmB, P the pressure inchamber 10 and consequently in tank B, itbecomes apparent, as a matterof fact, that valve 13 will be enabled to open only if pressure 79inchamber 12 becomes less than passing air contained in the first tank Aand consequently the; braking forces applied will be moderate.

Having now particularlyascertained and described the nature of my saidinvention as well as the manner in which the same is to be performed, Ideclare that what I claim is: 1. An air brake control valve, comprisinga casing provided at each end with an aperture and having its interiordivided into two main compartments; a flexiblediaphragm in eachcompartment; a system of internal ducts in said casing extending fromone aperture to the other and including ducts which open into thecompartments atopposite sides or the diaphragms therein; and a valve ineach compartment to controlan associated duct ot the system and itselfoperatively connected with the adjacent dia- 2. An air brake controlvalve, comprising a casing provided at each end with an'aperture andhaving its interior divided into two main compartments; a flexiblediaphragm in one compartment to dividethe same'into upper and lowerchambers; a 'pair of superposed flexible diaphragms in the othercompartment to divide'it into upper, lower and intermediate chambers; a.connection between the two superposed diaphragins to causethem tomove inunison; a system or internal ducts in said casing extending from oneaperture to the other and including ducts which open into the upper andlower chambers of each compartment, and a duct leading from theintermediate chamber of the second named compartmentto atmos phere; anda diaphragm-operated valve in each compartmentto control an associatedduct of the system.

3.4 m air brake control valve, according to claim 2, in which one of thetwo superposed fldiaphragms has an appreciably greater efiective areathan the other.

4:. An air brake control valve, according to claim 2, 1n which thediaphragms are operated exclusively by the preponderatingz pressures inthe two compartments. In testnnonv whereof I affix LOUIS ANTOINE MARIEBARASCUD.

my signature.

